Built-in self-heating battery and vehicle-mounted BMS linkage all-weather intelligent temperature control system

Abstract

The application provides a built-in self-heating battery and vehicle-mounted BMS linkage all-weather intelligent temperature control system, which comprises a plurality of built-in hot core self-heating structure power battery monomers, a hot core heating control unit, a vehicle-mounted BMS master control unit, a high-precision temperature sensor array and a vehicle-mounted independent power supply module, the BMS master control unit is bidirectional data intercommunication with the hot core heating control unit through a vehicle-mounted communication bus, and the heating power, the heating rate and the start-stop time are dynamically adjusted according to the environmental temperature, the internal temperature of the battery cell, the remaining battery capacity and the vehicle working condition. The intelligent temperature control system accurately controls the all-weather uniform and accurate temperature control of the power battery, solves the problems of lithium precipitation in extremely cold environment, uneven heating, poor working condition adaptability and the like, and improves the battery safety performance, the charging efficiency and the vehicle endurance performance.

Description

Technical Field

[0001] This invention relates to the field of thermal management technology for electric vehicle power batteries, and in particular to an intelligent temperature control system for all weather conditions that integrates a built-in self-heating battery with the vehicle's BMS. Background Technology

[0002] The power battery is the core energy storage component of electric vehicles, and its charging and discharging efficiency, cycle life, and safety performance are highly dependent on the operating temperature range. Current mainstream power batteries suffer from the following thermal management technology deficiencies: Extreme cold environment performance bottlenecks: When the ambient temperature is below -10℃, the activity of the battery cell decreases significantly, the internal resistance increases dramatically, and lithium ions are prone to precipitate metallic lithium at the negative electrode during charging (lithium plating), causing irreversible capacity decay of the battery cell. Low-temperature charging efficiency drops by more than 50%, and the driving range is reduced by 30%~40%, posing serious safety hazards. Poor heating uniformity: Traditional external thermal management solutions using heating films and liquid cooling have high thermal inertia and low thermal conductivity. The internal temperature difference of the battery cell can reach more than 5℃, which will exacerbate the uniform decay of individual cells and shorten the overall life of the battery pack after long-term use. Weak control system linkage: Most existing heating units adopt open-loop independent control and are not deeply linked with the BMS and vehicle controller (VCU). They cannot dynamically adjust the heating parameters in real time according to the actual internal temperature of the battery cell, the actual operating conditions of the vehicle, and the remaining battery charge (SOC), resulting in low energy utilization. Inappropriate power supply circuit design: Most heating systems are directly powered by the main circuit of the power battery, and the heating process consumes additional battery power. Energy storage further exacerbates the loss of range at low temperatures, and the lack of electrical isolation between the main circuit and the heating circuit poses a short-circuit safety risk; insufficient refinement of temperature control logic: independent temperature control logic ranges are not divided according to the battery's operating characteristics, and a single control strategy is used for extremely cold, normal temperature, and high temperature scenarios, which cannot take into account heating efficiency, heat preservation power consumption, and heat dissipation safety; lack of active lithium plating prediction and control: existing solutions do not have an active identification and collaborative control mechanism for low-temperature lithium plating risks, and cannot suppress the generation of negative electrode lithium at the source by adjusting charging and discharging current and heating parameters in real time; poor adaptability to operating conditions: when the vehicle's driving conditions change (such as from cruising to acceleration, climbing), the priority allocation logic of heating power and power output is unreasonable, and it is impossible to achieve a dynamic balance between power performance and temperature control requirements; low efficiency of regenerative braking energy utilization: the current of regenerative braking energy is not limited in conjunction with the cell temperature, and high current recovery at low temperatures exacerbates the risk of lithium plating, and the recovered energy is not prioritized for auxiliary cell heating, resulting in insufficient energy utilization. Summary of the Invention

[0003] This invention provides an intelligent temperature control system for all weather conditions that integrates a built-in self-heating battery with an onboard BMS, in order to solve one or more technical problems encountered in the prior art.

[0004] In a first aspect, the present invention provides an intelligent temperature control system for all-weather operation that integrates a built-in self-heating battery with an on-board BMS, comprising several power battery cells with built-in self-heating structures, a heat-generating control unit, a vehicle BMS main control unit, a high-precision temperature sensor array, and an on-board independent power supply module. The BMS main control unit communicates bidirectionally with the heat-generating control unit via an on-board communication bus, and dynamically adjusts the heating power, heating rate, and start / stop timing based on ambient temperature, cell internal temperature, remaining battery charge, and vehicle operating conditions.

[0005] In a preferred embodiment, the high-precision temperature sensing array includes an internal electrode temperature acquisition sensor and a battery pack ambient temperature sensor.

[0006] In a preferred embodiment, an independent power supply module supplies power to the heating circuit separately.

[0007] In a preferred embodiment, the intelligent temperature control system divides the temperature into three independent temperature control logic zones: an extremely cold low temperature zone, a normal temperature suitable zone, and a high temperature protection zone.

[0008] In a preferred embodiment, the intelligent temperature control system is used to receive remote preheating instructions from a mobile device, so that the vehicle can automatically warm up in advance.

[0009] In a preferred embodiment, the low-temperature DC fast charging condition executes a coordinated control logic that first raises the temperature to the target level and then gradually increases the charging current.

[0010] In a preferred embodiment, when the vehicle is cruising at a constant speed, a low-power constant temperature insulation mode is used; when the vehicle is accelerating rapidly or climbing a hill, heating is suspended and power is output preferentially.

[0011] In a preferred embodiment, the regenerative braking current is limited based on the cell temperature threshold, and the regenerated energy is used to assist in heating the cell.

[0012] In a preferred embodiment, when the cell temperature reaches the safe upper limit, the BMS main control unit shuts down the heating function and links the vehicle's cooling system to force cooling. The BMS main control unit independently collects the heating operation data of each cell and independently adjusts the heating power of cells with excessive temperature differences for balanced temperature control.

[0013] In a preferred embodiment, the intelligent temperature control system includes a low-temperature lithium plating risk prediction and control unit, which suppresses lithium plating formation on the negative electrode through temperature-current coordinated control.

[0014] One of the above technical solutions has the following advantages or beneficial effects: Improved uniformity of built-in heating: By adopting a built-in self-heating structure, the internal structure of the battery cell is directly heated. This results in low thermal inertia and high heat conduction efficiency, allowing the temperature difference between the battery cells within the battery pack to be stably controlled at ≤2℃, avoiding localized overheating or overcooling and improving the consistency of individual cells; Precise control via BMS closed-loop linkage: A two-way communication mechanism enables the heating unit to communicate with the BMS and the vehicle's VCU. Real-time data interaction and dynamic adjustment of heating strategies with multi-dimensional parameters upgrade the control from open-loop to closed-loop precision control, significantly improving temperature control accuracy; A separate power supply circuit ensures greater safety: a dedicated onboard power supply module powers the heating circuit, eliminating the consumption of the main battery circuit's power, reducing low-temperature range loss, and the electrical isolation design avoids safety risks such as short circuits and overcurrent; Three-zone refined temperature control: different zones employ dedicated control logic, prioritizing rapid heating in extreme cold, low-power insulation at normal temperatures, and forced cooling in high temperatures, balancing temperature control efficiency and energy consumption; Remote preheating enhances the user experience: supports remote preheating commands via mobile devices, allowing users to set departure times in advance, and the system automatically preheats the battery for optimal performance upon boarding; Low-temperature fast charging collaborative control eliminates lithium plating: the logic of first reaching the target temperature and then gradually increasing the charging current deeply coordinates the charging and heating processes, fundamentally suppressing low-temperature charging lithium plating, improving low-temperature charging efficiency, and extending cell life; Dynamic priority balances performance requirements based on operating conditions: adjusting heating power according to real-time vehicle operating conditions, balancing insulation and range, acceleration / ... When climbing hills, priority is given to power output to achieve the optimal balance between temperature control requirements and vehicle power performance.

[0015] The above overview is for illustrative purposes only and is not intended to be limiting in any way. In addition to the illustrative aspects, embodiments, and features described above, further aspects, embodiments, and features of the invention will become readily apparent from the accompanying drawings and the following detailed description. Attached Figure Description

[0016] In the accompanying drawings, unless otherwise specified, the same reference numerals throughout the various drawings denote the same or similar parts or elements. These drawings are not necessarily drawn to scale. It should be understood that these drawings depict only some embodiments disclosed in the invention and should not be construed as limiting the scope of the invention.

[0017] Figure 1 This is a schematic diagram of the overall structure and connection of the intelligent temperature control system in this embodiment. Detailed Implementation

[0018] In the following description, only certain exemplary embodiments are briefly described. As those skilled in the art will recognize, the described embodiments can be modified in various ways without departing from the spirit or scope of the invention. Therefore, the drawings and description are considered to be exemplary in nature and not restrictive.

[0019] This embodiment provides a smart temperature control system with a built-in self-heating battery and an onboard BMS, integrating with all weather conditions. (See also...) Figure 1 As shown, the intelligent temperature control system includes several power battery cells 400 with built-in self-heating structures, a self-heating control unit 100, a vehicle BMS main control unit 200, a high-precision temperature sensor array 300, and an independent vehicle power supply module 500. The BMS main control unit 200 communicates bidirectionally with the self-heating control unit 100 via the vehicle communication bus, and dynamically adjusts the heating power, heating rate, and start / stop timing based on ambient temperature, internal cell temperature, remaining battery power, and vehicle operating conditions.

[0020] Furthermore, the high-precision temperature sensing array 300 includes an electrode internal temperature acquisition sensor and a battery pack ambient temperature sensor.

[0021] Furthermore, the independent power supply module 500 supplies power to the heating circuit separately.

[0022] Furthermore, the intelligent temperature control system is divided into three independent temperature control logic zones: extremely cold low temperature zone, normal temperature suitable zone, and high temperature protection zone.

[0023] Furthermore, the intelligent temperature control system is used to receive remote preheating instructions from mobile devices, so that the vehicle can automatically warm up in advance.

[0024] Furthermore, in low-temperature DC fast charging conditions, a coordinated control logic is implemented that first raises the temperature to the target level and then gradually increases the charging current.

[0025] Furthermore, when the vehicle is cruising at a constant speed, the BMS main control unit 200 adopts a low-power constant temperature insulation mode. When the vehicle is accelerating rapidly or climbing a hill, heating is suspended and power is output in priority.

[0026] Furthermore, in the regenerative braking mode, the recovery current is limited based on the cell temperature threshold, and the recovered electrical energy is used to assist in heating the cell.

[0027] Furthermore, when the cell temperature reaches the safety limit, the BMS main control unit 200 shuts down the heating function and links the vehicle's cooling system to force cooling. The BMS main control unit 200 independently collects the heating operation data of a single cell and independently adjusts the heating power of cells with excessive temperature differences for balanced temperature control.

[0028] Furthermore, the intelligent temperature control system includes a low-temperature lithium plating risk prediction and control unit, which suppresses lithium plating formation on the negative electrode through temperature-current coordinated control.

[0029] The core hardware of the system includes: several power battery cells with built-in self-heating structure 400, a self-heating control unit 100, a vehicle BMS main control unit 200, a high-precision temperature sensor array 300, and an on-board independent power supply module 500.

[0030] Interaction logic between units: The BMS main control unit 200 establishes bidirectional data communication with the thermal core heating control unit 100 through the vehicle communication bus (CAN / LIN / FlexRay), and collects real-time data on the internal temperature of the battery cells and the ambient temperature of the battery pack from the high-precision temperature sensor array 300. Combined with the remaining battery charge (SOC), vehicle operating conditions, and external ambient temperature, it dynamically calculates and adjusts the heating power, heating rate, and heating start / stop timing. The vehicle-mounted independent power supply module 500 supplies power to the heating circuit separately and achieves electrical isolation from the main circuit of the power battery. The system pre-divides three independent temperature control logics: extremely cold low temperature range, normal temperature suitable range, and high temperature protection range. Within a given range, differentiated control strategies are implemented; support for receiving remote preheating commands from mobile devices to preheat the battery autonomously; under low-temperature DC fast charging conditions, the battery cell temperature is prioritized to reach a safe threshold before gradually increasing the charging current; heating priority is dynamically adjusted according to vehicle driving conditions: a low-power heat preservation mode is used during constant-speed cruising, and heating is paused during rapid acceleration / climbing to prioritize power output; under regenerative braking conditions, the regenerative current is limited according to the battery cell temperature threshold, and the regenerated energy is prioritized for auxiliary battery cell heating; when the battery cell temperature reaches the safe upper limit, the heating function is immediately shut down, and the vehicle's cooling system is linked to force cooling; the BMS independently collects heating operation data for each power battery cell, and independently adjusts the heating power for cells with excessive temperature differences to achieve balanced temperature control of the entire pack; a built-in low-temperature lithium plating risk prediction and control unit actively suppresses the formation of lithium plating on the negative electrode through a temperature-current collaborative management strategy.

[0031] The following example uses a mass-production application scenario adapted to pure electric SUVs as an illustration to clearly and completely describe the technical solution of the present invention in conjunction with the accompanying drawings. This embodiment is based on the technical solution of the present invention and provides detailed hardware configuration, parameter calibration, and operation process details. However, the scope of protection of the present invention is not limited to the following embodiment. System hardware configuration

[0032] (1) Power battery module: It consists of 96 ternary lithium power battery cells connected in series with built-in micro PTC heating cores and self-heating structure. The rated voltage is 355V and the rated capacity is 120Ah. Each cell has a micro PTC heating core embedded in the internal terminal position. The heating circuit is independent of the main charging and discharging circuit of the cell. The rated heating power of a single cell is 10W.

[0033] (2) Heat core heating control unit 100: integrates MOSFET power array, high-speed relay, current acquisition sensor, PWM power adjustment circuit, and sets up 96 independent heating control branches, each corresponding to 96 battery cells; receives PWM signals from BMS main control unit 200, and independently controls the on / off state and output power of each heating branch.

[0034] (3) Vehicle BMS main control unit 200: It adopts NXP MPC5744P as the main control chip, and has built-in SOC estimation module, working condition identification module, temperature control strategy calculation module, low temperature lithium plating risk prediction control algorithm module, and two CAN communication interfaces; it achieves bidirectional communication with the hot core heating control unit 100, vehicle VCU, vehicle T-BOX and DC fast charging pile through CAN 2.0B bus.

[0035] (4) High-precision temperature sensing array 300: includes 96 internal temperature acquisition sensors for electrodes (embedded in the root of the positive electrode post of each cell to acquire the core working temperature of the cell, using NTC thermistors, with a temperature measurement accuracy of ±0.5℃ and a sampling frequency of 1Hz) and 6 ambient temperature sensors for the battery pack (evenly arranged around the inside of the battery pack and in the cooling channel to acquire the ambient temperature inside the battery pack).

[0036] (5) Vehicle-mounted independent power supply module 500: It consists of a vehicle 12V low-voltage auxiliary battery + DC-DC boost module, which converts 12V DC power into 32V heating-specific power supply voltage, with a rated output power of 1.5kW. It provides separate power supply for the heat core heating control unit and temperature sensor array, and the heating circuit is electrically isolated from the main circuit of the power battery.

[0037] (6) Vehicle communication bus: Two independent CAN buses are used. One is the power CAN bus (connecting BMS and VCU, fast charging pile), and the other is the temperature control dedicated CAN bus (connecting BMS and heat core heating control unit, temperature sensor array). The transmission rate of both is 500kbps.

[0038] (7) Mobile terminal interaction unit: The vehicle is equipped with a mobile APP, which can send a preheating instruction to the vehicle T-BOX through the mobile network, and receive and display the current battery temperature, remaining preheating time, SOC and other status data in real time. Temperature control range calibration

[0039] Based on the operating characteristics of ternary lithium batteries and combined with the vehicle scenario, three independent temperature control logic ranges and thresholds are calibrated: Extremely cold temperature range Internal temperature of the battery cell <0℃; ambient temperature of the battery pack <-10℃ Prioritize the use of built-in heating, strictly control the heating rate, and adjust the heating power in real time. Suitable temperature range Internal temperature of the battery cell: 0℃~40℃; ambient temperature of the battery pack: -10℃~35℃ Low-power heat preservation or heating sleep mode maintains stable cell temperature and reduces power consumption. High temperature protection zone Internal temperature of the battery cell >40℃; ambient temperature of the battery pack >35℃ Immediately shut down the heating system, triggering a forced cooling effect on the entire vehicle's cooling system and limiting power output. Full-condition collaborative operation process

[0040] This invention can cover all operating conditions of a vehicle, and the detailed steps of the linkage control logic under each condition are as follows: (1) Remote reservation preheating condition Users set the vehicle's departure time to 8:00 AM the following morning on the mobile app, and the system automatically warms up the vehicle in advance. ① The mobile app sends the reservation and pre-heating instructions to the vehicle's T-BOX via the mobile network.

[0041] ② The T-BOX transmits commands to the BMS main control unit via the power CAN bus.

[0042] ③ The BMS collects real-time data on cell temperature and battery pack ambient temperature from a high-precision temperature sensor array to determine if the current temperature is in an extremely cold range.

[0043] ④ The BMS sends a full-power heating command to the heating control unit, and at the same time, the vehicle-mounted independent power supply module connects the heating circuit, and all the built-in heating elements of the battery cells start heating synchronously.

[0044] ⑤ The BMS monitors the heating circuit status in real time through the current acquisition sensor of the heating control unit, and strictly controls the cell heating rate to within 1℃ / min to avoid internal stress damage caused by rapid heating.

[0045] ⑥ When the internal temperature of the battery cell reaches 5℃ (lower limit of the normal temperature range), the BMS adjusts the PWM duty cycle of the heating control unit to reduce the heating power to 10% of the rated power and enter the low power heat preservation mode.

[0046] ⑦ During the preheating process, the BMS continuously collects battery SOC data. If the SOC drops below 20%, it automatically reduces the heating power further to prioritize ensuring the vehicle's basic starting power.

[0047] ⑧ When the user's preset departure time is reached, the BMS maintains the cell temperature in the range of 5℃~10℃, so that the user can set off directly after getting on the vehicle, and the battery enters the optimal working state.

[0048] (2) Extreme cold low temperature DC fast charging conditions When a vehicle is connected to a DC fast charging station at -20°C, the temperature-priority collaborative control logic is executed: ① The fast charging station and BMS complete the charging handshake. The BMS identifies that the current internal temperature of the battery cell is -15℃, which is in an extremely cold low temperature range.

[0049] ② The BMS first sends a "temporarily stop outputting charging current" command to the fast charging pile, and then sends a full-power heating command to the heating core control unit. The independent power supply module provides stable power to the heating circuit.

[0050] ③ During the heating process, the BMS collects the internal temperature of each cell in real time and dynamically adjusts the heating power of a single cell to control the temperature difference of the entire battery pack to ≤2℃.

[0051] ④ When the internal temperature of all battery cells reaches above 10℃ and the ambient temperature of the battery pack rises to above -5℃, the BMS sends a step-by-step current boost command to the fast charging station.

[0052] ⑤ The fast charging pile gradually increases the charging current according to the curve of 10A→20A→30A→rated fast charging current (40A), and the low temperature lithium plating risk prediction control unit adjusts the upper limit of the charging current in real time according to the cell temperature.

[0053] ⑥ During charging, if the cell temperature exceeds 35°C, the BMS will reduce the heating power to the heat preservation mode; if the cell temperature exceeds 40°C, the heating circuit will be shut down immediately, and the battery cooling circuit of the vehicle's air conditioning system will be activated for forced air cooling.

[0054] ⑦ After charging is completed, if the cell temperature is still within the normal temperature range, the system will automatically maintain a low-power heat preservation state to keep the battery temperature stable.

[0055] (3) Dynamic heating power adjustment under driving conditions ① Constant speed cruise mode: The vehicle VCU sends a constant speed cruise signal to the BMS via the CAN bus (the vehicle speed is maintained at 60km / h for more than 5 minutes); the BMS recognizes that the current cell temperature is in the normal temperature range, and controls the hot cell heating control unit to output a low power of 10% of the rated power to maintain the cell temperature in the range of 20℃~30℃, avoiding frequent start and stop of the heating unit and reducing power consumption.

[0056] ② Rapid acceleration / hill climbing conditions: When the vehicle's VCU detects that the accelerator pedal opening is >90% or the vehicle's slope is >15°, it immediately sends a priority power request signal to the BMS. Upon receiving the signal, the BMS instantly sends a shutdown command to the hot cell heating control unit, cutting off the power supply to all heating branches and transferring all remaining power from the independent power supply module to the power battery output circuit to ensure the vehicle outputs maximum power. When the vehicle resumes constant speed cruising, the BMS collects cell temperature data again, determines and restarts the corresponding temperature control mode.

[0057] ③ Regenerative Braking: The vehicle's VCU detects a brake pedal signal or coasting signal and sends a regenerative braking command to the BMS. The low-temperature lithium plating risk prediction control unit sets the upper limit of the regenerative current based on the current cell temperature: when the cell temperature is <0℃, the upper limit of the regenerative current is 10A; when the cell temperature is 0℃~10℃, the upper limit of the regenerative current is 20A; when the cell temperature is ≥10℃, the upper limit of the regenerative current is 30A. At the same time, the BMS prioritizes the regenerated energy to the hot cell heating control unit for heating the cell, and the remaining energy is then recharged back to the power battery. If the cell temperature reaches the high-temperature protection range threshold, the regenerated energy is no longer used for heating and is directly recharged back to the power battery.

[0058] (4) High-temperature protection and temperature control conditions When the vehicle is driven at high speed in an environment of 38℃, the battery pack temperature continues to rise: ① When the high-precision temperature sensor array detects that the internal temperature of the battery cell reaches 40℃, or the ambient temperature of the battery pack reaches 35℃, the BMS immediately identifies it as a high-temperature protection zone.

[0059] ② The BMS immediately sends a shutdown command to the heating control unit of the heating core, cutting off all power supply to the heating circuit and completely stopping the heating function.

[0060] ③ The BMS sends a cooling start request to the vehicle VCU, which in turn activates the vehicle's air conditioning system, switching the cooling circuit to battery cooling mode. The cooling fan runs at its highest speed to force convection cooling inside the battery pack.

[0061] ④ The BMS collects the cell temperature changes in real time. When the temperature drops below 35°C, it sends a heat dissipation power adjustment command to the VCU to reduce the fan speed or reduce the coolant flow rate to maintain the battery temperature within the normal temperature range.

[0062] ⑤ If the cell temperature continues to rise to 45℃ (safety limit), the BMS sends a vehicle power limiting command to the VCU, limiting the vehicle output power to 50% of the rated power. At the same time, it reports a level 1 fault code on the vehicle's instrument panel, reminding the driver to pull over and check for faults in the battery cooling system.

[0063] (5) Individual balanced temperature control condition The system continuously monitors the temperature consistency of each battery cell and dynamically adjusts the heating power of each cell. ① A high-precision temperature sensor array collects the internal temperature of 96 battery cells in real time. The BMS calculates the average temperature of all battery cells and the difference between the average temperature of each battery cell and the average temperature.

[0064] ② If the temperature of a certain cell is ≥2℃ lower than the average temperature of the module, the BMS sends an independent heating command for that cell to the thermal core heating control unit, adjusts the PWM duty cycle of the corresponding branch, and increases the heating power of that cell to 50% of the rated power.

[0065] ③ If the temperature of a certain cell is ≥2℃ higher than the average temperature of the module, the BMS will reduce or shut down the heating circuit power of that cell.

[0066] ④ Temperature is collected and calculated every 10 seconds. By independently adjusting the heating power of each cell, the temperature difference of the entire battery pack is always controlled within ≤2℃ to avoid the overall performance degradation of the battery pack caused by the inconsistency of individual cells.

[0067] (6) Low-temperature lithium plating prediction and control conditions The low-temperature lithium plating risk prediction and control unit suppresses lithium plating formation at the negative electrode throughout the entire process through closed-loop collaborative management. ① The control unit has a built-in temperature-current co-located MAP table calibrated by laboratory low-temperature lithium plating test, which stores the upper limit of safe charge and discharge current at different cell temperatures.

[0068] ② The BMS collects the internal temperature of the battery cells in real time, queries the MAP table, and dynamically sends charging and discharging current limit commands to the fast charging pile or the vehicle's VCU.

[0069] ③ During the low-temperature fast charging heating stage, when the cell temperature is -20℃ to 0℃, the upper limit of the charging current is limited to 0.1C; when the cell temperature rises to 0℃ to 10℃, the upper limit of the charging current is relaxed to 0.2C; when the cell temperature is ≥10℃, the upper limit of the charging current is gradually relaxed to 0.5C.

[0070] ④ During the heating process, if the temperature sensor array data is abnormal or the heating system malfunctions, the BMS will automatically limit the charging and discharging current to a safe value and shut down the heating circuit to prioritize battery safety.

[0071] ⑤ As the cell temperature gradually increases, the lithium plating risk prediction unit updates the current limit in real time, coordinating with the heating power and vehicle operating conditions to avoid the risk of lithium plating on the negative electrode caused by low-temperature high-current charging and discharging throughout the process.

[0072] In the description of this specification, references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of those different embodiments or examples.

[0073] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this invention, "a plurality of" means two or more, unless otherwise explicitly specified.

[0074] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any person skilled in the art can easily conceive of various variations or substitutions within the technical scope disclosed in the present invention, and these should all be included within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A smart temperature control system for all weather conditions, featuring a built-in self-heating battery and integrated with an onboard BMS, characterized in that... It includes several power battery cells with built-in self-heating structure, a heating control unit, a vehicle BMS main control unit, a high-precision temperature sensor array, and an independent vehicle power supply module. The BMS main control unit communicates bidirectionally with the heating control unit through the vehicle communication bus and dynamically adjusts the heating power, heating rate, and start / stop timing based on ambient temperature, cell internal temperature, remaining battery power, and vehicle operating conditions.

2. The intelligent temperature control system according to claim 1, characterized in that, The high-precision temperature sensing array includes an internal electrode temperature acquisition sensor and a battery pack ambient temperature sensor.

3. The intelligent temperature control system according to claim 1, characterized in that, The independent power supply module supplies power to the heating circuit separately.

4. The intelligent temperature control system according to claim 1, characterized in that, The intelligent temperature control system divides the temperature into three independent temperature control logic zones: extremely cold low temperature zone, normal temperature suitable zone, and high temperature protection zone.

5. The intelligent temperature control system according to claim 1, characterized in that, The intelligent temperature control system is used to receive remote preheating instructions from mobile devices, so that the vehicle can automatically warm up in advance.

6. The intelligent temperature control system according to claim 1, characterized in that, In low-temperature DC fast charging mode, a coordinated control logic is implemented to first raise the temperature to the target and then gradually increase the charging current.

7. The intelligent temperature control system according to claim 1, characterized in that, When the vehicle is cruising at a constant speed, it adopts a low-power constant temperature insulation mode. When the vehicle is accelerating rapidly or climbing a hill, heating is suspended and power output is prioritized.

8. The intelligent temperature control system according to claim 1, characterized in that, In the regenerative braking mode, the recovery current is limited based on the cell temperature threshold, and the recovered electrical energy is used to assist in heating the cell.

9. The intelligent temperature control system according to claim 1, characterized in that, When the cell temperature reaches the safety limit, the BMS main control unit shuts down the heating function and links with the vehicle's cooling system to force cooling. The BMS main control unit independently collects the heating operation data of each cell and independently adjusts the heating power of cells with excessive temperature differences for balanced temperature control.

10. The intelligent temperature control system according to claim 1, characterized in that, The intelligent temperature control system includes a low-temperature lithium plating risk prediction and control unit, which suppresses lithium plating formation on the negative electrode through temperature-current coordinated control.

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